Albeet p



Patented Mar. 8, 1887.

(No Model.)

A. yP. MASSEY.

l AUTOMATIC GAR BRAKE. No. 858,867.

W'TNESSES:

lhurreo tirarse Parham* @fr-irren.

ALBERT fP. MASSEY, OF WATERTOl/VN, NEV YORK, ASSIGNOR TO THE EAMES VACUUM BRAKE CQMPANY, OF SAME PLACE.

AU'lmQlVlA'l'lC 'CAR-BRAKE.

SPECIFICATION forming pari; of Letters Patent No. 358,867, dated March 3, 1887.

Application lilcd October S12, lSSG. Serial No. $6,926. (No model.)

To @ZZ whom t may concern,.-

Be it known that I, Arunafr i?. Massuv, a citizen of the United States, residing in the city of Tatort-own. in the county of Jefferson and State of New York, have invented certain new and useful Improvements iu Automatic Gau Brakes, of which the following', taken in conneet-ion with the accompanying drawing, is a specification.

My invention relates to automatic carbrakes.

In Patent No. 351,786, dated November 2, l886,l have claimed two diaphragms or pistons opposed to each other by means of an intermediate lever, which changes the effective leverage of the diaphragms as they move the valve.

These improvements are for the purpose of a more sensitive action ofthe valves when actuated by similar diaphragme or pistons.

The drawing is a sectional view ol the apparatus as designed for a system of vacuumbrakes.

A is a hollow valve-case connected through pipe A with a reservoir iu which a vacuum is maintained by suitable means.

B and C are iexible diaphragme inclosing the ends of case A,and forming airtightjoints therewith.

D is a space between diaphragm l; and cover E, which is connected by passage l? with the train-pipe P. Chamber G is open to the atmosphere.

H is a bell crank or lever revolving about the fixed fulerum J, and connected with the two flexible diaphragms B and C by the links -K and L.

M is an inelosed chamber connected by pipe Z with a brake diaphragm or cylinder.

N is avalve controlling the passage of air between chamber M and case or reservoir A.

.O is-a valve controlling the passage oli' air between the chamber M and theatmosphcre through openings U.

R is a flexible diaphragm for actuating valve O, and is secured airtightto its casing T is a valve controlling the iiow of air from casing S through passage YV to case or reservoir A, and also from the atmosphere through passage V and passage W to casing S.

As shown, the valves are in running position and the brakes off.

The operation is as follows: When a train is running,a proper vacuum is maintained in the train-pipes an d reservoir by means of suitable apparatus on the locomotive. 7When this is the case, the ,diaphragm B has a vacuum on both sides and is in equililnium, while theatiuospherepressing on the diaphragm C holds the levers, as shown. The valve T would be open between chamber S and reservoir A, while the passage V would be closed; Therefore there would be a vacu um in chamber S, and valve O would be open to the atmosphere. If a little air is admitted to the train-pipe P,it decreases the vacuum in chamber D, so that the atmospheric pressure on diaphragm C is no longer able to hold the bell-crank H, as shown. The bell-crank H will therefore begin to revolve around the fulcrum J and allow valve T to open passage V and close the passage X. This will allow thc atmosphere to pass through 'V and YV to chamber S and press the valve O on its seat, thus closing the opening between the brake-diaphragm and the at` inosphere. A further motion ofthe bellerank H will bring the 'face H in contact with the stem of valve N and open said valve, thus admittin g air from the brake-diaphragm through chamber M to the case or reservoir A.' This would begin to apply the brake. As the diaphragms Band C are connected to the bellcrank H at different angles, when H revolves to open valve N the leverage of diaphragm B decreases while that ol' diaphragi'u C increases7 so that there is always some point where they will balance cach other and come to a rest. As the vacuum in reservoir A decreases the bellcrank H revolves away from valve N until the valve seats ilselliand the vacuum in the brakediaphragm Vis maintained without further increase. ]n this position the hell crank H would be clear from the stems ot' both valves N and T. lf the vacuum in the train-pipe is now increaseththe vacuum in chamber l) would be increased, and the atmospheric pressure on diaphragm G would cause the bell-crank H to revolve against the stem ot valve T and raise said valve, thus closing the passage V, and opening the passage X through "W to S a vacuum would he formed in S, which would open valve O and admitair to thcbrake-diaphragm to release the brakes. Il the vacuum in the roc train-pipe were reduced a little the brakes would loe partially applied. If the Vacuum in the train-pipe were reduced much the brakes would be applied fully. It is obvious that these same functions would be performed by these valves with a fluid-pressure greater than the atmosphere if the valves seated in a re- Verse way. It is also obvious that pistons might be used instead of diaphragrns to produce the saine results.

What I claim, and desire to secure by Letters Patent, is-

l. In a fluid-pressure brake, a release-valve actuated directly by the uid-pressure through an auxiliary valve, which opens communication alternately between the diaphragm or piston which actuates said release-valve and the auxiliary reservoir, and between said diaphragm or piston and the atmosphere.

2. In a duid-pressure brake, the combination 2' 3. In a fluid-pressure brake,tl1e combination` 0f diaphragins B and C with. bell-erank H and the detached valve N, substantially as described, and for the purpose set forth.

In testimony whereof I have signed'niy name to this speciiication,in the presence of two subscribing wtnesses,on this 20th day of October,

ALBERT P. MAssEY.

Witnesses:

GEO. B. MAssEY, NV. H. CAMP. 

